U.S. patent number 11,332,157 [Application Number 17/049,967] was granted by the patent office on 2022-05-17 for vehicle control apparatus.
This patent grant is currently assigned to MITSUBISHI ELECTRIC CORPORATION. The grantee listed for this patent is Mitsubishi Electric Corporation. Invention is credited to Daisuke Kawakami.
United States Patent |
11,332,157 |
Kawakami |
May 17, 2022 |
Vehicle control apparatus
Abstract
A vehicle control apparatus includes an automatic driving
control device determining a travel route at a time of executing an
automatic driving based on surrounding environment information and
position information of a vehicle, and outputting a control amount
corresponding to the travel route, and a steering control device
calculating a steering control amount based on the control target
value. There is a performing of steering control of the vehicle
based on the steering control amount, wherein the automatic driving
control device dynamically determines a control amount threshold
value for regulating a limit of the steering control amount based
on automatic driving control information indicating a control state
in an automatic driving of the vehicle, and provides the steering
control device with the control amount threshold value, and the
steering control device changes the steering control amount not to
exceed the control amount threshold value.
Inventors: |
Kawakami; Daisuke (Tokyo,
JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
Mitsubishi Electric Corporation |
Tokyo |
N/A |
JP |
|
|
Assignee: |
MITSUBISHI ELECTRIC CORPORATION
(Tokyo, JP)
|
Family
ID: |
1000006310992 |
Appl.
No.: |
17/049,967 |
Filed: |
July 3, 2018 |
PCT
Filed: |
July 03, 2018 |
PCT No.: |
PCT/JP2018/025151 |
371(c)(1),(2),(4) Date: |
October 23, 2020 |
PCT
Pub. No.: |
WO2020/008515 |
PCT
Pub. Date: |
January 09, 2020 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20210237770 A1 |
Aug 5, 2021 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W
60/0011 (20200201); B60W 50/00 (20130101); B60W
40/105 (20130101); B60W 40/068 (20130101); B60W
10/20 (20130101); B60W 2552/40 (20200201); B60W
2050/0054 (20130101) |
Current International
Class: |
B60W
60/00 (20200101); B60W 40/068 (20120101); B60W
40/105 (20120101); B60W 10/20 (20060101); B60W
50/00 (20060101) |
Field of
Search: |
;701/41 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
108928351 |
|
Aug 2021 |
|
CN |
|
2002367099 |
|
Dec 2002 |
|
JP |
|
2004142510 |
|
May 2004 |
|
JP |
|
2007-322255 |
|
Dec 2007 |
|
JP |
|
2015-209140 |
|
Nov 2015 |
|
JP |
|
2016-124337 |
|
Jul 2016 |
|
JP |
|
2018-12390 |
|
Jan 2018 |
|
JP |
|
2018058418 |
|
Apr 2018 |
|
JP |
|
6463571 |
|
Feb 2019 |
|
JP |
|
2019055673 |
|
Apr 2019 |
|
JP |
|
2017/077807 |
|
May 2017 |
|
WO |
|
Other References
JP2018058418.translate (Emergency Steering Assist System ) (Year:
2018). cited by examiner .
Office Action dated Jan. 28, 2021 in Indian Patent Application No.
202027047083, 6 pages. cited by applicant .
International Search Report and Written Opinion dated Aug. 21, 2018
for PCT/JP2018/025151 filed on Jul. 3, 2018, 11 pages including
English Translation of the International Search Report. cited by
applicant.
|
Primary Examiner: Hannan; B M M
Attorney, Agent or Firm: Xsensus LLP
Claims
The invention claimed is:
1. A vehicle control apparatus to control a vehicle, comprising:
automatic driving control circuitry to determine a travel route at
a time of executing an automatic driving based on surrounding
environment information and position information of the vehicle,
and to output a control target value corresponding to the travel
route; and steering control circuitry to calculate a steering
control amount based on the control target value, and to perform
steering control of the vehicle based on the steering control
amount, wherein the automatic driving control circuitry generates
automatic driving control information indicating a control state in
an automatic driving of the vehicle and including the control
target value, dynamically determines a control amount threshold
value for regulating a limit of the steering control amount based
on the automatic driving control information which has been
generated, and provides the steering control circuitry with the
control amount threshold value, and the steering control circuitry
changes the steering control amount to fall to the limit of the
steering control amount, which is within a range not exceeding the
control amount threshold value, when the steering control amount
exceeds the control amount threshold value.
2. The vehicle control apparatus according to claim 1, wherein the
automatic driving control information includes state information of
at least an automatic travel state and a self-parking state as the
control state, the state information of the automatic travel state
includes first state information including a state of traveling
along a straight road and a state of traveling along a curved road,
the state information of the state traveling along the straight
road and the state of traveling along the curved road includes
state information indicating whether or not a lane is changed, the
state information of the self-parking, state includes second state
information including a normal movement state and a turn-back
state, and the automatic driving control circuitry determines the
control amount threshold value based on a table of the control
amount threshold value being set for each combination of the state
information of the automatic travel state and the state information
of the self-parking state.
3. The vehicle control apparatus according to claim 1, wherein the
automatic driving control circuitry corrects the control amount
threshold value based on the surrounding environment information or
a travel speed of the vehicle.
4. The vehicle control apparatus according to claim 3, wherein the
control amount threshold value is corrected by multiplying a
correction coefficient being set in accordance with a distance to
an obstacle, with which the vehicle is assumed to collide, obtained
from the surrounding environment information to the control amount
threshold value.
5. The vehicle control apparatus according to claim 4, wherein the
correction coefficient is set to increase the control amount
threshold value when the distance to the obstacle is large and
reduce the control amount threshold value when the distance to the
obstacle is small.
6. The vehicle control apparatus according to claim 3, wherein the
control amount threshold value is corrected by multiplying a
correction coefficient being set in accordance with a road surface
friction coefficient obtained from the surrounding environment
information to the control amount threshold value.
7. The vehicle control apparatus according to claim 6, wherein the
correction coefficient is set to increase the control amount
threshold value when the road surface friction coefficient is
relatively large and reduce the control amount threshold value when
the road surface friction coefficient is relatively small.
8. The vehicle control apparatus according to claim 3, wherein the
control amount threshold value is corrected by multiplying a
correction coefficient being set in accordance with the travel
speed to the control amount threshold value.
9. The vehicle control apparatus according to claim 7, wherein the
correction coefficient is set to increase the control amount
threshold value when the travel speed is relatively high and reduce
the control amount threshold value when the travel speed is
relatively low.
10. The vehicle control apparatus according to claim 1, wherein the
steering control circuitry notifies the automatic driving control
circuitry that an abnormality is detected when the steering control
amount exceeds the control amount threshold value, and the
automatic driving control circuitry controls a brake and an
accelerator so that the vehicle is stopped when the abnormality is
detected by the steering control circuitry.
Description
CROSS-REFERENCE TO RELATED APPLICATION
The present application is based on PCT filing PCT/JP2018/025151,
filed Jul. 3, 2018, the entire contents of which are incorporated
herein by reference.
TECHNICAL FIELD
The present invention relates to a vehicle control apparatus
automatically controlling driving of a vehicle.
BACKGROUND ART
Various types of electronic apparatuses are mounted on an
in-vehicle system. An in-vehicle control apparatus, which is
referred to as an electronic control unit (ECU) for controlling
these electronic apparatuses, mounted on a vehicle increases in
number in accordance with multifunctionality and diversification of
electronic apparatus in recent years. Particularly, in an automatic
drive system in which a research development is accelerated
recently, designed is a system of achieving an advanced automatic
driving by coordinating engine control, brake control, and steering
control of a vehicle.
In an electronic power steering control device (steering control
device) used for the automatic driving, when a failure occurs in a
part of a system, an fail operation needs to be achieved. When the
fail operation is also hardly performed, fail-safe needs to be
achieved by a minimum function other than a function in which the
failure occurs.
A function of limiting control of a steering control device is
mounted in some cases to prevent an unintended steering operation
in a case where an abnormality occurs in a steering control device.
For example, Patent Document 1 obtains road information of a travel
route of a subject vehicle obtained from a navigation device,
thereby providing a limitation on a targeted steering angle in
accordance with the road information. Patent Document 2 discloses a
method of detecting output current of an actuator calculated in a
steering control device to detect an abnormal output.
PRIOR ART DOCUMENTS
Patent Documents
Patent Document 1: International Publication No. 2017/077807 Patent
Document 2: Japanese Patent Application Laid-Open No.
2015-209140
SUMMARY
Problem to be Solved by the Invention
Patent Document 1 provides the limitation on the targeted steering
angle to prevent the unintended steering operation, however,
considered is a possibility that an unintended output is performed
regardless of the targeted steering angle if a calculation part
itself calculating an operation amount of the actuator of the
steering control device breaks down. In Patent Document 2, the
output current of the actuator calculated in the steering control
device is compared with a threshold value, thus a state where the
output current is too large can be detected as an abnormal state.
However, when the automatic driving is highly developed, use cases
requiring various sizes of steering operations, such as a case of
turning right and left in a general road and parking in addition to
a traveling of a straight road such as an express way, are needed
occur, thus there is a problem that appropriate control cannot be
performed if a fixed threshold value is used. Furthermore, in
Patent Document 2, an upper limit of the output current is
monitored, however, there is no description of a monitoring of a
lower limit, thus there is also a problem that such a configuration
cannot cope with a state where a steering is suspended during
traveling along a curved road, for example.
The present invention therefore has been made to solve problems as
described above, and it is an object of the present invention to
provide a vehicle control apparatus capable of appropriately
setting a threshold value of a steering control amount.
MEANS TO SOLVE THE PROBLEM
A vehicle control apparatus according to the present invention
includes: an automatic driving control device determining a travel
route at a time of executing an automatic driving based on
surrounding environment information and position information of a
vehicle, and outputting a control target value corresponding to the
travel route; and a steering control device calculating a steering
control amount based on the control target value, and performing
steering control of the vehicle based on the steering control
amount, wherein the automatic driving control device generates
automatic driving control information indicating a control state in
an automatic driving of the vehicle and including the control
target value, dynamically determines a control amount threshold
value for regulating a limit of the steering control amount based
on the automatic driving control information which has been
generated, and provides the steering control device with the
control amount threshold value, and the steering control device
changes the control amount not to exceed the control amount
threshold value when the steering control amount exceeds the
control amount threshold value.
Effects of the Invention
According to the vehicle control device of the present invention,
the control amount threshold value of the steering control can be
appropriately set, and both an expansion of functionality and
safety in the automatic driving can be achieved.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 is a function block diagram illustrating a configuration of
a vehicle control apparatus of an embodiment 1 according to the
present invention.
FIG. 2 is a flow chart illustrating a determination operation of a
control amount threshold value of the vehicle control apparatus of
the embodiment 1 according to the present invention.
FIG. 3 is a drawing for describing a transition example of a
control state in the vehicle control apparatus of the embodiment 1
according to the present invention.
FIG. 4 is a drawing illustrating an example of a table for
determining the control amount threshold value of the vehicle
control apparatus of the embodiment 1 according to the present
invention.
FIG. 5 is a drawing for describing a condition of correcting the
control amount threshold value in the vehicle control apparatus of
the embodiment 1 according to the present invention.
FIG. 6 is a drawing for describing a condition of correcting the
control amount threshold value in the vehicle control apparatus of
the embodiment 1 according to the present invention.
FIG. 7 is a drawing for describing a condition of correcting the
control amount threshold value in the vehicle control apparatus of
the embodiment 1 according to the present invention.
FIG. 8 is a drawing for describing a condition of correcting the
control amount threshold value in the vehicle control apparatus of
the embodiment 1 according to the present invention.
FIG. 9 is a drawing illustrating a relationship between a berm
width and a correction coefficient.
FIG. 10 is a drawing illustrating a relationship between a road
surface friction coefficient and a correction coefficient.
FIG. 11 is a drawing illustrating a relationship between a vehicle
speed and a correction coefficient.
FIG. 12 is a block diagram illustrating a hardware configuration of
an automatic driving ECU of the vehicle control apparatus of the
embodiment 1 according to the present invention.
FIG. 13 is a block diagram illustrating a hardware configuration of
the automatic driving ECU of the vehicle control apparatus of the
embodiment 1 according to the present invention.
FIG. 14 is a function block diagram illustrating a configuration of
a vehicle control apparatus of an embodiment 2 according to the
present invention.
FIG. 15 is a flow chart illustrating a determination operation of a
control amount threshold value of the vehicle control apparatus of
the embodiment 2 according to the present invention.
FIG. 16 is a flow chart illustrating an operation at a time of
detecting an abnormality in a limit determination part in a vehicle
control apparatus of a modification example according to the
present invention.
FIG. 17 is a flow chart illustrating an operation of an automatic
driving control part after receiving a notification of detecting
the abnormality in the vehicle control apparatus of the
modification example according to the present invention.
DESCRIPTION OF EMBODIMENT(S)
Embodiment 1
FIG. 1 is a function block diagram illustrating a configuration of
a vehicle control apparatus 100 of an embodiment 1 according to the
present invention. As illustrated in FIG. 1, the vehicle control
apparatus 100 includes a plurality of surrounding environment
information acquisition parts 30, 31, and 32 mounted on a vehicle
and acquiring information of a surrounding environment of the
vehicle, an automatic driving ECU 20 (automatic driving control
device) controlling an automatic driving based on surrounding
environment information and subject vehicle position information
being output from a subject vehicle position information
acquisition part 40 acquiring the subject vehicle position
information, a steering control device 50 controlled by the
automatic driving ECU 20, a brake control device 60, and an
accelerator control device 70.
The surrounding environment information acquisition parts 30 to 32
and the subject vehicle position information acquisition part 40
are connected to the automatic driving ECU 20 via a network 80, and
the steering control device 50, the brake control device 60, and
the accelerator control device 70 are connected to the automatic
driving ECU 20 via a network 81.
Examples of the surrounding environment information acquisition
parts 30 to 32 include various types of sensors such as a camera, a
millimeter wave radar, a sonar and a vehicle-to-vehicle and
road-to-vehicle communication module, for example. FIG. 1
exemplifies the three surrounding environment information
acquisition parts 30 to 32, however, the number of surrounding
environment information acquisition parts is not limited thereto.
Examples of the subject vehicle position information acquisition
part 40 include a receiving device of a global positioning system
(GPS) signal and a receiving device of a high accuracy map
information having an absolute position accuracy with centimeter
precision.
The automatic driving ECU 20 includes an information acquisition
part 21, an automatic driving control part 22, and a limit
determination part 23. The information acquisition part 21 acquires
the surrounding environment information and the subject vehicle
position information from the surrounding environment information
acquisition parts 30 to 32 and the subject vehicle position
information acquisition part 40, respectively, via the network 80,
and collects information. The collected information is input to the
automatic driving control part 22.
The automatic driving control part 22 determines a travel route
along which the subject vehicle intends to travel at a time of
executing an automatic driving based on the input information,
calculates a target steering angle corresponding to the travel
route as an output of the automatic driving ECU 20, and inputs the
target steering angle to the steering control device 50. The
steering control device 50 calculates a steering control amount
(torque amount) for operating a steering actuator 53 based on the
input target steering angle. In order to achieve the automatic
driving, a target braking amount and a target acceleration amount
are also transmitted from the automatic driving ECU 20 to the brake
control device 60 and the accelerator control device 70. Each of
the brake control device 60 and the accelerator control device 70
performs the actuator control to achieve the automatic driving. The
target steering angle, the target braking amount, and the target
acceleration amount being output from the automatic driving ECU 20
become a control target value for achieving the automatic
driving.
The limit determination part 23 acquires road information and
obstacle information around the subject vehicle from the
information acquisition part 21, and further acquires information
indicating how the subject vehicle is controlled by the automatic
driving from the automatic driving control part 22. This
information is referred to as the automatic driving control
information. The automatic driving control information generated in
the automatic driving control part 22 includes state information
for determining a control state such as a state of traveling along
a straight road, traveling along a curved road, changing lane,
turning right and left, and self-parking, for example. The
automatic driving control information may include a control target
value of the target steering angle, the target braking amount, and
the target acceleration amount, for example. The limit
determination part 23 determines a future target steering angle of
the subject vehicle based on the above control information, and
determines a control amount threshold value of regulating an upper
limit value and a lower limit value of the steering control amount
calculated in the steering control device 50 in accordance with the
target steering angle. The limit determination part 23 inputs the
determined control amount threshold value to a steering limiter 52
in the steering control device 50. This control amount threshold
value is a threshold value for a steering control amount (torque
amount) of the steering actuator 53. For example, when a current
value of a motor driving an actuator corresponds to steering
control amount (torque amount), the control amount threshold value
is a threshold value for the current value of the motor.
The steering control device 50 includes a steering ECU 51, the
steering limiter 52, the steering actuator 53, and a steering
mechanism 54. The steering control device 50 calculates a steering
control amount (torque amount) for driving the steering actuator 53
in the steering ECU 51 based on a control target value (target
steering angle) being input from the automatic driving ECU 20, and
inputs the steering control amount to the steering limiter 52 and
the steering actuator 53.
The steering limiter 52 detects whether or not the steering control
amount (torque amount) of the input steering actuator 53 exceeds
the control amount threshold value being input from the limit
determination part 23, and when the steering control amount exceeds
the control amount threshold value, the steering limiter 52 changes
the steering control amount to fall within a range not exceeding
the control amount threshold value. For example, the steering
control amount is changed to a value corresponding to the control
amount threshold value. Then, the steering actuator 53 is driven
with motor current corresponding to the changed steering control
amount (torque amount), and functions as a steering torque of the
steering mechanism 54 mechanistically connected to the steering
actuator 53 to be used for steering control. Accordingly, dangerous
control performed by the vehicle can be prevented.
When the steering control amount (torque amount) of the steering
actuator 53 does not exceed the control amount threshold value, the
steering actuator 53 is driven with the motor current corresponding
to the steering control amount (torque amount) being directly input
from the steering ECU 51 to the steering actuator 53. When the
steering control amount (torque amount) is input from both the
steering ECU 51 and the steering limiter 52, the steering actuator
53 selects the steering control amount (torque amount) being input
from the steering limiter 52. Herein, the steering control amount
is exemplified as the torque amount, however, the steering control
amount may be the motor current.
FIG. 2 illustrates a flow chart of an operation of the limit
determination part 23 determining the control amount threshold
value. This flow is executed with a certain period, but may also be
executed in conformity to an execution period of the automatic
driving control part 22. Herein, the certain period described above
indicates a period during which the automatic driving control part
22 transmits the target steering angle, the target braking amount,
and a target acceleration amount to the steering control device 50,
the brake control device 60, and the accelerator control device 70,
and the execution period of the automatic driving control part 22
indicates a period of determining one target steering angle.
As illustrated in FIG. 2, the limit determination part 23 firstly
acquires the surrounding environment information, the subject
vehicle position information, and the automatic driving control
information from the information acquisition part 21 and the
automatic driving control part 22 in Step S101 to confirm a
surrounding state and current and future subject vehicle control
state and subject vehicle speed.
Next, in Step S102, the limit determination part 23 determines
whether there is a change in any of the surrounding state and the
control state of the subject vehicle and the subject vehicle speed
associated with the change in a threshold value described below.
When it is determined that there is a change, the limit
determination part 23 selects the control amount threshold value
(upper limit value and lower limit value) in Step S103, and the
process proceeds with Step S104. The selection method is determined
by referring to a table described below. In the meanwhile, when it
is determined that there is no change, the control amount threshold
value is maintained and a series of operations is finished.
In Step S104, the control amount threshold value selected in Step
S103 is corrected in accordance with the surrounding state and the
travel speed of the subject vehicle. The correction method is
described below.
Next, in Step S105, the steering limiter 52 is notified of the
corrected control amount threshold value. The correction in Step
S104 is not a necessary process, thus when Step S104 is not
provided, the steering limiter 52 is notified of the control amount
threshold value selected in Step S103.
FIG. 3 illustrates a transition example of the control state. As
illustrated in FIG. 3, the control state is broadly classified as a
parking state C1, a manual travel state C2, a self-parking state
C3, and an automatic travel state C4.
At a time when an ignition (IG) is turned on (ON), the vehicle is
in the parking state C1. The automatic travel state C4 is
classified as a state of traveling along a straight road
(curvature<r1) C41 of traveling along a straight road or a road
having a small curve curvature (smaller than r1), a state of
traveling along a curved road (r1 curvature<r2) C42 of traveling
along a gentle curved road, a state of traveling along a curved
road (r2.ltoreq.curvature) C43 of traveling along a sharp curved
road, and a state of turning right and left C44 of turning right
and left.
Furthermore, the state of traveling along the straight road
(curvature<r1) C41 is classified as a lane change C411 and a
normal traveling C412. The state of traveling along the curved road
(r1.ltoreq.curvature<r2) C42 is classified as a lane change
(curve direction) C421, a lane change (curve reverse direction)
C422, and a normal traveling C423. The state of traveling along a
curved road (r2.ltoreq.curvature) C43 is classified as a lane
change (curve direction) C431, a lane change (curve reverse
direction) C432, and a normal traveling C433.
The control state of the subject vehicle described above is
determined in the limit determination part 23 based on the
information from the information acquisition part 21 and the
automatic driving control part 22. The information from the
information acquisition part 21 includes map information around the
subject vehicle, information of an obstacle around the subject
vehicle, and the subject vehicle position information, and for
example, it is acquired from the map information what road the
subject vehicle travels along or what road the subject vehicle will
travel along in the future, and a type of road such as a straight
road or a curved road, a curvature of a curve, and a direction of a
curve are determined. The information from the automatic driving
control part 22 includes the automatic driving control information
for determining the control state such as the automatic travel
state or the self-parking state, for example. The control state
determined in the limit determination part 23 is a more detailed
state of the state information included in the automatic driving
control information using the information from the information
acquisition part 21.
The surrounding environment information includes preceding vehicle
information, and with respect to the lane change, for example, when
a speed of a preceding vehicle is slow, and the automatic driving
control information from the automatic driving control part 22
includes information of "overtaking" and information that the
subject vehicle "turns right" at an intersection a little way
ahead, it is determined that the lane is changed to a right
lane.
The self-parking state C3 is classified as a normal movement C31 at
a normal movement and a turn-back C32 executing turn-back control.
The limit determination part 23 determines presence and absence of
a state change in Step S102 in FIG. 2 by defining such a state
transition. That is to say, the automatic driving control
information generated in the automatic driving control part 22
includes information of the above control information, and the
limit determination part 23 determines the presence and absence of
the state change based in this information. In this manner, the
limit determination part 23 determines the control amount threshold
value corresponding to the control state after change when the
control state changes.
FIG. 4 illustrates an example of a table for determining the
control amount threshold value. The limit determination part 23
refers to the table in FIG. 4 when selecting the control amount
threshold value based on the automatic driving control information
in Step S103 in FIG. 2.
The table illustrated in FIG. 4 shows the control state of the
subject vehicle defined in FIG. 3 and an upper limit value and a
lower limit value of the control amount threshold value
corresponding to the control state as a motor current value
corresponding to a torque amount of the steering actuator 53.
For example, when the vehicle travels along a straight road with a
curvature smaller than r1, there is no possibility that a large
steering is needed, thus a value of L1.sub.High is set to the upper
limit value as a low threshold value capable of implementing
control sufficient for securing stability of the vehicle. There is
also a possibility that the steering control is hardly performed,
thus a threshold value as the lower limit value is not set.
When a traveling is changed to the curve traveling with a curvature
equal to or larger than r1 and smaller than r2, the motor current
value corresponding to steering force necessary to travel along the
curved road is added to the threshold value, and
L1.sub.High+L2.sub.High is set as the upper limit value, and
L2.sub.Low is set as the lower limit value to prevent a collision
with a wall surface without performing the steering control. The
value of L2.sub.Low is determined from the steering force needed to
maintain the handle in conformity to the curvature of the curve at
the time of traveling along the curved road.
Furthermore, in a case of a curve with a large curvature (equal to
or larger than r2), L1.sub.High+L3.sub.High is set as the upper
limit value, and L3.sub.Low is set as the lower limit value.
Herein, a relationship between L2.sub.High and L3.sub.High is
L2.sub.High<L3.sub.High by reason that the motor current value
needed to travel along the curved road increases as the curvature
of the curve gets large. L2.sub.Low<L3.sub.Low applies to the
lower limit value. In this manner, the control amount threshold
value can be changed in accordance with the curvature of the curve,
thus the more appropriate steering control can be achieved.
When the lane is changed during traveling along the straight road,
a large steering is performed compared with the case of traveling
along the straight road, thus a maximum value L4.sub.High of the
control amount threshold value which may be generated by the
steering for lane change is added to the upper limit value
L1.sub.High at the time of traveling along the straight road, and
L1.sub.High+L4.sub.High is set as the upper limit value. The
steering is returned to the steering of traveling along the
straight line at the time of starting and finishing the steering in
accordance with the lane change, thus the threshold value is not
set for the lower limit value.
When the lane is changed during traveling along the curved road
with the curvature equal to or larger than r1 and smaller than r2,
the threshold value is set in accordance with a direction of lane
change. When the lane is changed in the same direction as the
curve, set as the upper limit value is
L1.sub.High+L2.sub.High+L4.sub.High obtained by adding a maximum
value L4.sub.High of the control amount threshold value which may
be generated by the steering for lane change to the upper limit
value at the time of traveling along the curved road, and the lower
limit value L2.sub.Low at the time of traveling the curved road is
set as the lower limit value.
When the lane is changed in a direction opposite to the curve, the
control amount threshold value is not larger than the control
amount threshold value in the case of traveling along the curved
road, thus the upper limit value L1.sub.High+L2.sub.High which is
the same as the case of traveling along the curved road is set.
With regard to the lower limit value, the lower limit value which
is the same as the case of traveling along the curved road is set
in FIG. 4, however, a value smaller than L2.sub.Low may be or may
not be set.
In the case where the lane is changed during traveling along the
curved road with the curvature larger than r2, when the lane is
changed in the same direction as the curve, set as the control
amount threshold value is L1.sub.High+L3.sub.High+L4.sub.High as
the upper limit value, and L3.sub.Low as the lower limit value.
When the lane is changed in a direction opposite to the curve, the
upper limit value L1.sub.High+L3.sub.High which is the same as the
case of traveling along the curved road is set as the upper limit
value, and L3.sub.Low is set as the lower limit value.
L5.sub.High is set as the upper limit value in turning right and
left, and the lower limit value is not set. In a parking state, at
the time of normal movement and turn-back, different control amount
threshold values such as L6.sub.High and L7.sub.High are set as the
upper limit values, and the lower limit value is not set. This is
because in case of the parking state, the steering amount is
significantly different at the time of the turn-back of the vehicle
and the normal movement, thus, the different control amount
threshold value are applied in accordance with the state. FIG. 4
illustrates one example of the setting of the control amount
threshold value, and a control amount threshold value other than
this may be set in accordance with a state of the vehicle.
In this manner, the table for selecting the control amount
threshold value is used, thus the control amount threshold value
can be set easily.
Described next using FIG. 5 to FIG. 8 is a condition where the
limit determination part 23 performs correction of the control
amount threshold value during traveling along the straight road.
This correction can be determined in consideration of a time (FTTI:
fault tolerant time interval) from an occurrence of assumed
abnormality to an occurrence of a hazardous event on the vehicle
and a road surface state obtained as a result of a safely
analysis.
The FTTI changes depending on the surrounding state of the vehicle.
For example, when it is assumed that data of the target steering
angle provided by the automatic driving ECU 20 changes in the
steering ECU 51 and a steering state enters a state where a route
rapidly changes during traveling along the straight road, the FTTI
changes depending on a collision distance to an obstacle, for
example, a guard rail. FIG. 5 illustrates a state where there is
not enough space for a width from a lane to a guard rail GR, that
is to say, a berm width, and a vehicle travels along a road assumed
to have a dry road surface with a road surface friction coefficient
.mu.=0.8 at a speed V=60 km/h. In this state, there is a high
possibility that the vehicle collides with the guard rail GR even
with a slight movement in a lateral direction due to an unintended
steering, thus L1.sub.High of the upper limit value of the control
amount threshold value selected in Step S103 is not corrected.
In the meanwhile, in a case where there is enough space for the
berm width as illustrated in FIG. 6, even when the vehicle travels
at the same speed V=60 km/h, there is enough time until the
collision with the guard rail GR due to the unintended steering,
thus a correction of increasing the control amount threshold value
(upper limit value) may also be performed. As described above, a
possibility that a small change in the lateral direction leads to
danger is considered to be increased as the FTTI gets shorter, thus
the limit determination part 23 reduces or does not change the
control amount threshold value.
A road surface state estimated as a surrounding state can also be
used as a condition of the limit determination part 23 correcting
the control amount threshold value. FIG. 7 illustrates a state
where a vehicle travels along a road assumed to have a wet road
surface with a road surface friction coefficient .mu.=0.5 at a
speed V=60 km/h. As illustrated in FIG. 7, when the vehicle travels
along a road having a road surface with a low road surface friction
coefficient .mu. (low .mu. route), there is a possibility that the
vehicle slips even with a small steering torque due to an
unintended steering, and collides with the guard rail GR.
Accordingly, when the state of the road surface can be estimated as
the surrounding state, in a case where the vehicle travels along
the low .mu. route, the limit determination part 23 performs the
correction to set the control amount threshold value (upper limit
value) to low.
Information of rainfall and snowfall is acquired based on a video
of an in-vehicle camera as a method of estimating the road surface
state, for example, and a rough friction coefficient can be
estimated. It can also be estimated whether or not the road surface
is frozen in consideration of a temperature and humidity. A
friction coefficient of a snowfall road surface is 0.5 to 0.2, and
a friction coefficient of a frozen road surface is 0.2 to 0.1.
A speed of the subject vehicle (vehicle speed) can also be used as
a condition of the limit determination part 23 correcting the
control amount threshold value. FIG. 8 illustrates a state where a
vehicle travels along a road with a road surface friction
coefficient .mu.=0.8 at a high speed V=100 km/h. When the vehicle
travels at the high speed 100 km/h as illustrated in FIG. 8, a
large movement in the lateral direction is caused even by a small
steering torque due to an unintended steering, thus the correction
is performed to set the control amount threshold value (upper limit
value) to small. In contrast, when the vehicle travels at a low
speed, the correction may be performed to set the control amount
threshold value (upper limit value) to large. In FIG. 5 to FIG. 8,
the correction method is described based on the time until the
collision with the guard rail, however, when a pedestrian is
detected on a berm from the surrounding environment information,
the correction may be performed based on a possibility of collision
with the pedestrian. When the berm width is included in the map
information, a value thereof may be used, and when the berm width
is not included in the map information, a value can also be
calculated from a position of the subject vehicle, a lateral width
of the subject vehicle, and a road surface width of the map
information.
Next, a relationship between the correction coefficient and the
berm width, the road surface friction coefficient, and the vehicle
speed in the state where the control amount threshold value is
corrected described using FIG. 5 to FIG. 8 is described using FIG.
9 to FIG. 11.
FIG. 9 is a drawing illustrating a relationship between the berm
width and the correction coefficient, a lateral axis indicating the
berm width [m] and a vertical axis indicating the correction
coefficient. The case where there is not enough space for the berm
width and the case where there is enough space for the berm width
described using FIG. 5 and FIG. 6 are indicated by arrows as FIG. 5
and FIG. 6, respectively.
As illustrated in FIG. 9, the correction coefficient is increased
as the berm width, that is to say, the distance from the vehicle to
the obstacle gets large, thus the control amount threshold value is
increased.
FIG. 10 is a drawing graphically illustrating a relationship
between the road surface friction coefficient and the correction
coefficient, a lateral axis indicating the road surface friction
coefficient and a vertical axis indicating the correction
coefficient. The cases where the road surface friction coefficient
described using FIG. 7 and FIG. 8 is small and large are indicated
by arrows as FIG. 7 and FIG. 8, respectively.
As illustrated in FIG. 10, the correction coefficient is reduced as
the road surface friction coefficient gets small, and thereby the
control amount threshold value gets small.
FIG. 11 is a drawing illustrating a relationship between the
vehicle speed and the correction coefficient, a lateral axis
indicating the vehicle speed [km/h] and a vertical axis indicating
the correction coefficient. The cases where the vehicle speed
described using FIG. 5 and FIG. 8 is 60 km/h and 100 km/h are
indicated by arrows as FIG. 5 and FIG. 8, respectively.
As illustrated in FIG. 11, the correction coefficient is reduced as
the vehicle speed gets large, and thereby the control amount
threshold value gets small.
Each of the graphs illustrated in FIGS. 9 to 11 shows one example,
and a form (characteristics) of the graph is not limited thereto.
It is also considered that the control amount threshold value is
calculated in consideration of characteristics of the vehicle,
force applied to the vehicle, a movement amount of the vehicle in
the lateral direction, and a time until an automatic drive system
or a driver copes with a situation, for example, and a proportional
relationship, quadratic curve, an upwardly convexed form, and a
downwardly convexed form, for example, are applied.
The limit determination part 23 multiplies the correction
coefficient described above to the control amount threshold value
in Step S104 illustrated in FIG. 2, thereby correcting the control
amount threshold value.
As described above, the control amount threshold value of the
steering control device 50 is appropriately set in accordance with
the surrounding state and the control state of the subject vehicle,
thus both an expansion of functionality and safety in the automatic
driving can be achieved.
Each configuration of the automatic driving ECU 20 described above
can be configured using a computer, and is achieved by the computer
executing a program. That is to say, the information acquisition
part 21, the automatic driving control part 22, and the limit
determination part 23 in the automatic driving ECU 20 illustrated
in FIG. 1 are achieved by a processing circuit 120 illustrated in
FIG. 12, for example. A processor such as a central processing unit
(CPU) and a digital signal processor (DSP) is applied to the
processing circuit 120, and a program stored in a storage device is
executed to achieve a function of each configuration.
Dedicated hardware may be applied to the processing circuit 120.
When the processing circuit 120 is the dedicated hardware, a single
circuit, a combined circuit, a programmed processor, a
parallel-programmed processor, an application specific integrated
circuit (ASIC), a field programmable gate array (FPGA), and a
circuit combining them, for example, falls under the processing
circuit 120.
FIG. 13 illustrates a hardware configuration in a case where each
configuration (the information acquisition part 21, the automatic
driving control part 22, and the limit determination part 23) of
the automatic driving ECU 20 illustrated in FIG. 1 is configured
using the processor. In this case, a function of each configuration
of the automatic driving ECU 20 is achieved by a combination of
software (software, firmware, or a combination of software and
firmware), for example. The software, for example, is described as
a program and is stored in a memory 122. The processor 121
functioning as the processing circuit 120 reads out and executes
the program stored in the memory 122 (the storage device), thereby
achieving the function of each unit.
Embodiment 2
FIG. 14 is a function block diagram illustrating a configuration of
a vehicle control apparatus 200 of an embodiment 2 according to the
present invention. The vehicle control apparatus 200 illustrated in
FIG. 14 and the vehicle control device 100 illustrated in FIG. 1
are different from each other in that information is input from
only the automatic driving control part 22 to the limit
determination part 23 in the automatic driving ECU 20. That is to
say, in the vehicle control apparatus 200 of the embodiment 2, the
determination of the control amount threshold value performed by
the limit determination part 23 is determined by a control target
value being output by the automatic driving control part 22 as the
automatic driving control information.
FIG. 15 illustrates a flow chart of an operation of the limit
determination part 23 determining the control amount threshold
value. This flow is executed with a certain period, but may also be
executed in conformity to an execution period of the automatic
driving control part 22.
As illustrated in FIG. 15, firstly in Step S201, the limit
determination part 23 acquires the target steering angle (the
control target value) calculated by the automatic driving control
part 22 and being input to the steering control device 50 as the
automatic driving control information.
The limit determination part 23 have the target steering angle (the
control target value) of a previous period in advance, and
calculates a difference value with the target steering angle of the
previous period in Step S202, thereby being able to determine the
steering control amount (the torque amount) of the steering
actuator 53 which needs to be generated in accordance with the
difference value. For example, a value which is ten percent larger
than the determined steering control amount is calculated as the
upper limit value of the control amount threshold value, and a
value which is ten percent smaller than that is calculated as the
lower limit value of the control amount threshold value. The ratio
described above is one example, thus the ratio for determining the
value is not limited thereto.
Next, the steering limiter 52 is notified of the control amount
threshold value in Step S203.
As described above, in the vehicle control apparatus 200 of the
embodiment 2 according to the present invention, the control amount
threshold value of the steering control device 50 is dynamically
determined based on the target steering angle being input to the
steering control device 50, thus the automatic driving
corresponding to various situations can be achieved compared with a
case where the control amount threshold value is fixed. The control
amount threshold value is set, thus safety in a failure of the
steering ECU 51 can also be secured.
Modification Example
In the embodiment 1 and the embodiment 2 described above, the limit
determination part 23 transmits the dynamically generated control
amount threshold value to the steering limiter 52, thus the
steering limiter 52 detects whether or not the steering control
amount (torque amount) of the steering actuator 53 exceeds the
control amount threshold value, and changes the steering control
amount to fall within the range not exceeding the control amount
threshold value when the steering control amount exceeds the
control amount threshold value. In addition, included in the
present modification example is a function that, even in the case
where the steering control amount is changed to fall within the
range not exceeding the control amount threshold value, when the
steering limiter 52 detects the motor current value exceeding the
range of the control amount threshold value, the automatic driving
control part 22 is notified that the steering limiter 52 detects
the abnormality.
FIG. 16 illustrates a flow chart of an abnormality detection
performed by the steering limiter 52. As illustrated in FIG. 16,
when the steering limiter 52 detects in Step S301 that the motor
current value of the steering actuator 53 exceeds the control
amount threshold value, the steering limiter 52 determines that the
abnormality is detected, and the process proceeds with Step S302.
In the meanwhile, when the steering control amount (torque amount)
of the steering actuator 53 is smaller than the control amount
threshold value, the series of processing is finished.
In Step S302, the automatic driving control part 22 is notified
that the abnormality is detected, and the series of processing is
finished.
Considered as the case where the motor current value exceeding the
range of the control amount threshold value is detected is a case
where data of a control target value provided by the automatic
driving ECU 20 is lost or changed due to an electrical noise, for
example, or a case where the steering ECU 51 breaks down such as a
case where a memory in the steering ECU 51 is broken, for
example.
FIG. 17 is a flow chart illustrating an operation of the automatic
driving control part 22 after receiving the notification of the
abnormality detection from the steering limiter 52. As illustrated
in FIG. 17, the automatic driving control part 22 receiving the
notification of the abnormality detection confirms the surrounding
state based on the surrounding environment information being input
from the information acquisition part 21 in Step S401, and
determines the target steering angle, the target braking amount,
and the target acceleration amount for securing the safety of the
subject vehicle in Step S402.
The target steering angle, the target braking amount, and the
target acceleration amount serve as the control target value for
achieving an operation of stopping by applying a brake and an
operation of stopping control of the accelerator when there is no
obstacle around the subject vehicle, for example. When there is the
obstacle around the subject vehicle, the target steering angle, the
target braking amount, and the target acceleration amount serve as
the control target value within a range capable of avoid the
obstacle, for example, the control target value for achieving an
operation of stopping by a slow brake while maintaining a distance
from the subject vehicle to a preceding vehicle or a following
vehicle, for example.
The control target value determined in Step S402 is transmitted to
the brake control device 60 and the accelerator control device 70
in Step S403 to achieve the vehicle control.
As described above, the control described in the present
modification example is performed, thus even if abnormality occurs
in the steering ECU 51, the vehicle can be stopped while
maintaining the safety.
The present invention has been shown and described in detail, the
foregoing description is in all aspects illustrative and not
restrictive. It is therefore understood that numerous modifications
and variations can be devised without departing from the scope of
the invention.
According to the present invention, the above embodiments can be
arbitrarily combined, or each embodiment can be appropriately
varied or omitted within the scope of the invention.
* * * * *